M-NCPPC Montgomery County Planning Department montgomeryplanning.

org
Minor Master Plan Amendment
December 2013 Planning Board Draft
Bethesda
Purple Line Station Plan
Minor Master Plan Amendment
December 2013 Planning Board Draft
Bethesda
Purple Line Station Plan
1

Introduction

A Vision of Transit Future
With an improved Purple Line Station, the south entrance to the Bethesda Red Line Metro
Station, and the Capital Crescent Trail literally under one roof, the Minor Master Plan
Amendment Area has the potential to become the new best address of the Bethesda Central
Business District (CBD). This Area, chiefly the block bound by Wisconsin Avenue, Elm Street,
Woodmont Avenue, and Bethesda Avenue, is the eastern gateway to the popular and
successful Bethesda Row the primary center of activity in the CBD and a key component of
the Wisconsin Avenue commercial corridor. The addition of this multi-modal transit hub will
enhance the level of activation, access, and amenity for residents, businesses, and visitors.

This Minor Master Plan Amendment envisions an urban multi-modal transit station that is
integrated into the life of Bethesda. Thousands of transit riders will use the station to come to
Bethesda to live, work, and play and to go elsewhere from Bethesda to access the many rich
benefits of the region. Hundreds of cyclists will use the Capital Crescent Trail (CCT) to get to the
many centers and neighborhoods between Silver Spring and Georgetown.

Every day this station will bring thousands of people to Wisconsin Avenue, Elm Street,
Woodmont Avenue, and Bethesda Avenue. This foot and bicycle traffic will make the station
location the pre-eminent address in the CBD. With the redevelopment envisioned by this Plan,
it will be anchored by a signature building at this 100 percent corner, a source of renewed
growth and activity for the surrounding business, lifestyle, and entertainment district.

The Plan vision for the corner of Wisconsin Avenue and Elm Street showcases a generous and
welcoming plaza at the ground floor of a signature building, where commuters have easy direct
access to the Purple Line station and, via high-speed elevators, to the Red Line Metro station
below. The spacious Purple Line station would be welcoming and easy to navigate, with a large
open platform and plenty of room for the projected ten thousand plus daily riders. Getting to
the Red Line station would be efficient and streamlined. One level below the street, cyclists will
be able to rapidly move through the CBD to get to work, play, or home, in an environment free
of automobiles.

From Woodmont Avenue, pedestrians would walk past the many shops, cafes, and restaurants,
into the landscaped Woodmont Plaza and directly into the Purple Line station. Cyclists would
have a direct route through the plaza into a short tunnel that comes out just the other side of
Wisconsin Avenue, with an easy ride through Elm Street Park and on towards Rock Creek Park
and Silver Spring.

Businesses around the station would benefit from greatly increased pedestrian traffic, with
more eyes on shop windows. Offices, hotels, and apartments around the station block will
command premiums for their proximity to the multi-modal station, the CCT, and the Bethesda
Row entertainment district.

W
O
O
D
M
O
N
T
P
L
A
Z
A
W
O
O
D
M
O
N
T
P
L
A
Z
A
W
O
O
D
M
O
N
T

A
V
E
N
U
E
W
O
O
D
M
O
N
T

A
V
E
N
U
E
ELM STREET
ELM STREET
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
SCALE: 1 = 20
SCALE: 1 = 20
ACCESS TO MTA PURPLE LINE
AND WMATA RED LINE
EXISTING APEX BUILDING
Wi s cons i n Avenue Level Pl an
EXISTING APEX BUILDING
Purpl e Li ne Pl at f orm Level Pl an
W
O
O
D
M
O
N
T

A
V
E
N
U
E
ELM STREET
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
ACCESS TO
MTA PURPLE LINE STATION
AND WMATA RED LINE ACCESS
LEGEND LEGEND
MTA PURPLE LINE WMATA RED LINE
LEGEND
MTA PURPLE LINE WMATA RED LINE
CONNECTION BETWEEN
MTA PURPLE LINE AND WMATA RED LINE
PURPLE LINE PLATFORM
ACCESS TO MTA PURPLE LINE
AND WMATA RED LINE
M
TA
P
U
R
P
LE
LIN
E
V
E
N
TILA
TIO
N
TO
W
E
R
M
TA
P
U
R
P
LE
LIN
E
V
E
N
TILA
TIO
N
TO
W
E
R
M
TA
P
U
R
P
LE
LIN
E
V
E
N
TILA
TIO
N
TO
W
E
R
ACCESS TO CAPITAL
CRESCENT TRAIL
(SIDEWALK)
2

This is a vision of a new multi-modal transit station that provides room for Bethesda to grow,
creating new opportunities for businesses, residents, and visitors.

Station Default
Almost 30 years ago, when the existing Apex Building was constructed over the Georgetown
Branch right-of-way, it was designed to accommodate some form of transit station. But today,
the Maryland Transit Administrations (MTA) default designs for what is now the Bethesda
Purple Line station, while fitting with the space made available by the original Apex Building
design, will not be able to fully implement the exciting vision this Plan proposes. The default
designs are constrained by the limits of the existing conditions, particularly the configuration of
the current tunnel and the Apex building support structures.

The Purple Line tracks will be located within the existing tunnel now used as a bicycle path
that runs east from Woodmont Plaza, under the Apex building, Wisconsin Avenue, and the Air
Rights building. The physical limitations of this tunnel will negatively impact the quality of
service provided by the station:
the tunnel forces a narrower platform that constrains the number of people that can fit
on it at one time;
the platform is interrupted by numerous structural columns supporting the Apex
building above, impeding circulation for riders;
the tunnel is curved, necessitating a curved station platform that creates gaps between
the train cars and the platform;
the narrowness of the existing tunnel requires the station platform to be located closer
to Woodmont Plaza, resulting in over-run tracks extending 100 feet into the plaza,
near the existing movie theatre and eateries;
a free-standing metal ventilation tower about the size of a 90 high townhouse must
be located in Woodmont Plaza.


Aerial View of Vent Tower Impact

3

With only a minimum amount of space in the existing tunnel for the Purple Line station, the
new south entrance to the Red Line Metro station must be located underneath Elm Street,
within the public right-of-way. This location negatively impacts the quality of service of the
station:
commuters will have limited direct access from the street to the Metro station, and may
have to travel one level down for additional elevators;
stair and elevator access from street level to the Metro elevators below will be located
in a sidewalk bump-out on Elm Street, creating potential bottle-necks that significantly
distrupt the pedestrian use of Elm Street;
riders transferring between the Red Line and Purple Line will have to cross the train
tracks at track level, creating potential conflicts between trains and riders.


Rendering of Elm Street Elevators

Finally, with no room in the existing tunnel for the CCT, cyclists will be forced to use a surface
route along busy Bethesda Avenue and across the heavily trafficked Wisconsin Avenue.

This default design provides adequate service while minimizing costs, but would be challenged
to accommodate the future growth that would be expected of a successful and attractive
transit center in downtown Bethesda.

(Re)Developing a Better Alternative
In coordination with the Planning and Parks Departments and regional, state, and local
transportation agencies, MTA has developed an alternative station design that better realizes
the Plan vision. But the vision and its many public benefits will not be realized unless the
station site, the location of the existing Apex building, is redeveloped in coordination with the
construction of the Purple Line, expected to begin by the end of 2015.

W
O
O
D
M
O
N
T
P
L
A
Z
A
W
O
O
D
M
O
N
T
P
L
A
Z
A
W
O
O
D
M
O
N
T

A
V
E
N
U
E
W
O
O
D
M
O
N
T

A
V
E
N
U
E
ELM STREET
ELM STREET
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
SCALE: 1 = 20
SCALE: 1 = 20
ACCESS TO
WMATA RED LINE
ACCESS TO
WMATA RED LINE
ACCESS TO MTA
PURPLE LINE
ACCESS TO MTA
PURPLE LINE
REDEVELOPED APEX BUILDING
Wi sconsi n Avenue Level Pl an
REDEVELOPED APEX BUILDING
Purpl e Li ne Pl at f orm Level Pl an
PURPLE LINE PLATFORM
W
O
O
D
M
O
N
T

A
V
E
N
U
E
ELM STREET
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
ACCESS TO PLATFORM
CAPITAL
CRESCENT TRAIL
LEGEND LEGEND
MTA PURPLE LINE WMATA RED LINE DEVELOPMENT
LEGEND
MTA PURPLE LINE WMATA RED LINE DEVELOPMENT
ACCESS TO CAPITAL
CRESCENT TRAIL
ACCESS TO CAPITAL
CRESCENT TRAIL
ACCESS FROM CAPITAL
CRESCENT TRAIL TO
STREET LEVEL
CONNECTION
BETWEEN WMATA
RED LINE AND
STREET LEVEL
4

The alternative design significantly improves the quality of the service provided by the station:
the Purple Line platform would be larger and, without interrupting columns, would
provide more room for riders and trains;
the Purple Line station platform would be straight, eliminating gaps between the train
and the platform;
the Red Line Metro south entrance would be located within the new building with
access to high-speed elevators directly from the street;
CCT users would have a choice to cross Wisconsin Avenue either in a new tunnel or at
street level;
the 90 ventilation tower would be incorporated into a new building and the over-run
tracks can be significantly shortened, leaving more of Woodmont Plaza available for
public enjoyment;
the station can accommodate space for full-service bike storage (i.e., a bike station).

This alternative design moves well beyond an adequate solution to provide a high quality
transit experience that will be attractive, highly functional, and able to serve Bethesda now and
in the future.


Realizing the Vision

Land Use and Zoning
To encourage redevelopment of the Apex Building to allow for the realization of a superior
multi-modal transit station and a new tunnel for the CCT, the Plan recommends significant
additional density on the Apex building site. The Plan recommends rezoning the Apex site from
CBD-2 (FAR 5.0, max. height 143) to CR 8.0, C 7.5, R 7.5, H 250.

This added density and building height are consistent with those recommended in the 1994
Bethesda CBD Sector Plan for the area around the north entrance of the Red Line Metro
Station, under the CBD-3 zone (FAR 8.0, max. height 200). The Plan recommends a maximum
building height of 250 to allow greater flexibility in accommodating on the Apex site the
numerous program elements of the improved station and trail described above. Alternatively,
if the site redevelops after construction of the default station design, the Plan recommends a
maximum height of only 200.

The CR zone provides both a standard and an optional method of development. The standard
method limits overall density to a 0.5 FAR, while the optional method creates incentives to
provide public benefits, thereby qualifying for additional density. Public benefits provided
under the optional method are drawn from seven categories outlined in the Zoning Ordinance.
The top priority public benefits for this Plan area are the provision of space on the Apex
Building site necessary for planning, construction, and operation of the major public facilities
of the improved transit station and the CCT tunnel. This does not preclude consideration of
other benefits, as listed in the CR Zone, to achieve the maximum permitted FAR. All public
benefits requested by the developer will be analyzed to make sure they are the most suitable
for the Plan area, that they are consistent with the Plans vision, and that they satisfy the
5

changing needs of the area over time. For example, if the Apex Building site is redeveloped
after construction of the default station design, to achieve the maximum FAR the requested
public benefits would need to be significant and commensurate with the major public facilities
recommended above.

The configuration of the Apex site and its relationship to the transit station and existing
development on the block may limit the amount of density that can be accommodated on the
site. The increase in density recommended in the Plan is thus further intended to encourage
joint redevelopment with abutting properties on the block, and properties confronting the Apex
Building site across Elm Street and Wisconsin Avenue. Under a joint redevelopment scenario,
allowable density from multiple sites within one redevelopment project can be combined and
redistributed among the sites, as long as the height limitations of the zones are not exceeded.
Coordinated redevelopment that looks at the Plan Area as a whole will take maximum
advantage of these unique circumstances, resulting in a better and more efficient design, with
more inviting open space connections and a better mix of activating uses that is more
economical to build. To facilitate this joint redevelopment, the Plan recommends rezoning the
remaining properties on the block from CBD-2 to CR 5.0, C 5.0, R 5.0, H145, or to the equivalent
zoning approved under the pending Zoning Code Rewrite, whichever is greater.

A key component of redeveloping the station site will be the station entrances, at the corner of
Wisconsin Avenue and Elm Street, and in Woodmont Plaza, at the intersection of Bethesda and
Woodmont Avenues. These spaces serve not only as critical access points to the transit station,
but also as gateways to Downtown Bethesda. These spaces should be functional, welcoming,
and activated by retail and entertainment uses and building entrances.

Beyond Land Use and Zoning: Visionary Partners
The Planning Department hired Bolan Smart Associates to review the public and private costs of
realizing the alternative station designs within the 2015 timeframe set by MTA. Their analysis,
which is included in the appendix, shows that, from the perspective of the owner of the Apex
building, the increased economic value of additional density on the Apex site is largely offset by
the significant cost associated with relocating the existing tenants, including the building owner
and an established, though aging, movie theatre, and the additional private costs related to
construction of the Purple Line station. Although additional zoning may incentivize
redevelopment, additional measures, beyond those available to the Planning Board, are
necessary to help guarantee redevelopment on MTAs timetable.

Planning staff has worked closely with the Montgomery County Department of Economic
Development (DED) and others to explore additional tools to incentivize redevelopment.
Beyond or in concert with joint redevelopment of the block, these include financing based on
significant anticipated increases in property taxes, as well as participation of the public-private
partnership (P3) that MTA is exploring for the construction and operation of the Purple Line.
This Plan supports those efforts.


7.5
7.5
250
145
145'
'
6

Making the Connections: Transit and Bikeway Recommendations

Transit Station
The Plan makes station area recommendations under two scenarios, depending on whether the
Apex Building is demolished before or after construction of the Purple Line.

The Apex building is demolished before Purple Line construction
If the Apex Building is demolished before the Purple Line is constructed, for MTAs concept
design the Plan recommends the following:
the property owner provide easements on the Purple Line platform level and Wisconsin
Avenue level to accommodate the station;
station platforms located under a future building on the Apex site;
station and tracks on a straight alignment;
stairs providing pedestrian and bicycle connections between Wisconsin Avenue and the
Purple Line platform ;
high-speed elevators for a new south entrance to the Bethesda Red Line Metro station
that provide a pedestrian and bicycle connection to Wisconsin Avenue and the Purple
Line platform;
a travel time study and a pedestrian level of service study for Red Line passengers to
determine whether the elevators stop at Wisconsin Avenue and / or the Purple Line
level;
a walkway providing a pedestrian and bicycle connection to Woodmont Avenue via
Woodmont Plaza;
over-run tracks extending west from the station platform into the Woodmont Plaza for
not more than 30 feet from the tunnels western end;
incorporating ventilation equipment into the new building;
a minimum 10,000 sf. space reserved for a full-service bicycle storage facility located
adjacent to the CCT tunnel route, the Purple Line platform, and the Red Line entrance.
At a minimum, this facility should offer a range of bicycle parking options (e.g., short v.
long term; minimum security v. higher security), shower and changing facilities, and
bicycle repair.

The Apex building is demolished after Purple Line construction
If the Apex Building is demolished after the Purple Line is constructed, for MTAs
concept design the Plan recommends the following:
the property owner provide easements on the Purple Line platform level and
Wisconsin Avenue level to accommodate the station;
station platforms under the Apex Building;
station and tracks on a curved alignment;
stairs for pedestrian connection between Elm Street and the Purple Line platform;
high-speed elevators for a new south entrance to the Bethesda Red Line Metro
station that provide a pedestrian and bicycle connection between Elm Street, the
Purple Line platform, and the Red Line mezzanine;
a walkway providing a pedestrian and bicycle connection to Woodmont Avenue via
Woodmont Plaza ;
7

a pedestrian connection in the existing tunnel east to the CCT via a 5-7-wide
sidewalk on the north side of the tracks;
over-run tracks extending west from the station platform into Woodmont Plaza for
not more than 100 feet from the tunnels western end;
ventilation equipment to be incorporated into a redeveloped Federal Realty site or
in Woodmont Plaza;
a minimum 10,000 sf. space reserved for a full-service bicycle storage facility located
adjacent to the CCT tunnel route, the Purple Line platform, and the Red Line
entrance. At a minimum, this facility should offer a range of bicycle parking options
(e.g., short v. long term; minimum security v. higher security), shower and changing
facilities, and bicycle repair.

Capital Crescent Trail
The CCT is a master-planned shared use path that runs through Bethesda and is proposed to
connect to the Silver Spring Transit Center. Between Elm Street Park and Woodmont Avenue
the trail branches into a tunnel route under Wisconsin Avenue and a surface route that crosses
Wisconsin Avenue at grade. The two branches converge at the intersection of Woodmont
Avenue and Bethesda Avenue, and the trail continues to Georgetown via an existing, hard-
surface park trail. Early CCT plans showed the CCT sharing a tunnel with the Purple Line. In
2012, the County Council decided not to proceed with the tunnel as then envisioned, because
of cost and liability issues associated with having the trail and the Purple Line in the same
tunnel under the Apex Building. This meant that all trail users would have to use a surface
route.

An alternative design of the Purple Line station that includes redevelopment of the Apex
Building would result in a wider space under the building, with room for the CCT in its own
tunnel as well as on local streets. However, the Plan recommends this route under any
redevelopment of the Apex Building site, whether with the improved or the default station
design. The Plan encourages flexibility in the alignment of the CCT route through the Apex
Building property to facilitate coordination of building, station, and trail elements.

The Plan recommendations segment the CCT into the Mainline, Tunnel Route, and Surface
Route. The Plan recommends construction of the mainline and the surface and tunnel routes to
function as complementary transportation choices to serve a variety of needs. Each segment is
described below.

Capital Crescent Trail Mainline
In the Plan area, the CCT mainline (SP-6) runs from the northern edge of Elm Street Park (just
south of the Purple Line) southwest to the intersection of Elm Street and 47
th
Street, where it
branches into the Tunnel Route and the Surface Route. The Plan recommends as key features
of the CCT mainline within the Plan area:
a smooth transition into Elm Street Park, avoiding sharp turns;
a trail 11 wide with 2 shoulders through the northern portion of Elm Street Park,
subject to grading analysis;
8

an identifiable junction with the Tunnel Route and Surface Route in Elm Street Park at
the corner of Elm Street and 47
th
Street;
stormwater management and grading impacts associated with the CCT and/or Purple
Line improvements within Elm Street Park to be included as part of the overall Purple
Line stormwater management plan and designed so as not to reduce the useable area of
the park available for existing and planned recreational facilities.



Capital Crescent Trail Route Segments

Capital Crescent Trail Tunnel Route
The CCT Tunnel Route (SP-6) would run from the intersection of Elm Street and 47
th
Street to
Woodmont Avenue in a new tunnel beneath Wisconsin Avenue. The Plan recommends as key
features of the Tunnel Route:
a marked at-grade crossing of 47th Street that prioritizes trail users, with physical
identifiers (such as a raised crosswalk) conveying a transition zone;
a minimum 15-wide trail on the south side of Elm Street between 47
th
Street and
Wisconsin Avenue with ADA-compliant transitions from street level to tunnel level;
a new tunnel (minimum 10 vertical clearance and 16 width) under Wisconsin Avenue
south of the Purple Line station ;
Mainline
Tunnel Route
Surface Route
Park Trail
CAPITAL CRESCENT TRAIL
Redevel opment Opt i on 1
W
AVERLY STREET
W
AVERLY STREET
PURPLE LINE TRANSITWAY
PURPLE LINE TRANSITWAY
ELM STREET ELM STREET
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
W
I
S
C
O
N
S
I
N

A
V
E
N
U
E
ELEVATOR ACCESS
TO TRAIL
ELEVATOR ACCESS
TO TRAIL
4
7

S
T
R
E
E
T
4
7

S
T
R
E
E
T
ELM STREET
PARK
ELM STREET
PARK
TUNNEL PORTAL
FOR TRAIL
TUNNEL PORTAL
FOR TRAIL
TRAIL TUNNEL TRAIL TUNNEL
SCALE: 1 = 20
LEGEND LEGEND
MTA PURPLE LINE TRAIL AND CONNECTIONS TRAIL IN TUNNEL
CONNECTION TO
SURFACE TRAIL
CONNECTION TO
SURFACE TRAIL
CAPITAL
CRESCENT
TRAIL
CAPITAL
CRESCENT
TRAIL
9

a trail between Wisconsin Avenue and Woodmont Plaza (minimum 14 vertical
clearance and 16 width) that limits conflicts with non-trail users and is visible from
other areas of the station by non-trail users. As stated above, the Plan encourages
flexibility in the alignment of the CCT route through the Apex Building property to
facilitate coordination of building, station, and trail elements.

To encourage ease of use, the Plan recommends that the Tunnel not exceed a 5 percent slope,
to the greatest extent practicable. The recommended tunnel concept is constrained at its
eastern portal by a driveway serving 4610 Elm Street, potentially resulting in an 8 percent slope
where the tunnel comes to grade. In order to be fully compliant with the Americans with
Disabilities Act (ADA), this slope may require an elevator at the southeast corner of Wisconsin
Avenue and Elm Street to service the tunnel. To avoid this, the Plan recommends either closing
or relocating the 4610 Elm Street driveway, which the County should explore with the property
owner.

Capital Crescent Trail Surface Route
The CCT Surface Route (SP-44) would run from the intersection of Elm Street and 47
th
Street to
Woodmont Avenue, crossing Wisconsin Avenue at grade. The Plan recommends as key
features of the Surface Route:
a trail along the west side of Elm Street Park that consists of an 11 shared-use path
separated from 47
th
Street by a 5 buffer, to be located within the 47
th
Street right-of-
way and/or Elm Street Park;
a trail along the south side of Willow Lane that includes an 11-wide two-way cycle
track
1
for bicyclists and a sidewalk for pedestrians;
a safer and more convenient protected crossing at the intersection of Wisconsin
Avenue, Willow Lane, and Bethesda Avenue;
a trail along the north side of Bethesda Avenue that includes an 11-wide two-way cycle
track for bicyclists and a minimum 10-wide sidewalk for pedestrians;
consolidated driveways on the north side of Bethesda Avenue to minimize conflicts
between trail users and vehicles using driveways;
sufficient queuing space for trails users and non-trail users at all intersections.

Improving the User Experience
The branding of the tunnel and surface routes for the CCT should be consistent with the
mainline trail between Bethesda and Silver Spring, including lighting, signage, surface
treatments, furniture, and pavement markings. As a segment of the trail where usage is
expected to be the highest, continuous lighting on the trail is a priority. Lighting spillover into

1
Cycle tracks include the following characteristics:
maintain horizontal separation with a buffer between the sidewalk and cycle track and a
minimum 3 foot buffer between the cycle track and street;
maintain vertical separation between cycle track, roadway, and pedestrian space; and
maintain visual continuity and be differentiated from the pedestrian space by utilizing an asphalt
surface along with a unique paver or concrete treatment, or by utilizing a green marking.
10

adjacent homes should be minimized by installing fixtures that prevent the light from rising
above the level of the fixture and from extending beyond the desired area.

Issues to be addressed in Future Plans
Bethesda CBD Sector Plan Update
CCT crossing of Woodmont Avenue and Bethesda Avenue intersection;
transfers between the Purple Line and bus routes that currently stop only at the bus
loop at the current Bethesda Metro station.


Outreach
Within the limited timeframe afforded by MTAs schedule, staff has sought to engage the public
in the development of the staff draft recommendations. Staff maintains a dedicated Plan
website (www.montgomeryplanning.org/bethesdapurpleline) updated with new information,
including MTAs latest plans, and an opportunity to leave comments. Staff regularly updates
interested parties via e-mail and more on twitter (@bethesdaPlanner, #bethesdapurpleline).
The Plan has also received a fair amount of media coverage.

In early September, staff held a series of well-publicized Open House meetings at the Bethesda
Chevy Chase Regional Services Center. Attended by 50-75 people, the meetings provided face-
to-face opportunities for the public, media, and elected officials to see the new design
alternatives, ask questions, and share thoughts.

The comments received from our outreach efforts indicate strong support for both the
improved Purple Line station design, including the larger platform and the potential for long-
term bike storage, and the new CCT tunnel. Safety and security were also of particular concern
for the Purple Line Station, the CCT tunnel, and the CCT surface route, specifically:
the length and curve of the tunnel;
the slope of the tunnel as it comes back to street level;
the tunnel will be safer than the surface route;
the surface route should be designed for safety and marked clearly;
lighting and security within the tunnel.

Other comments indicated the interest in an upgraded movie theatre, increased building height
on this site and the CBD in general, pedestrian access to the Purple Line Station from the east,
and consideration for future upgrade to heavy rail.

Analysis of the costs of redevelopment and of the CCT tunnel options was not complete by the
time of the Open Houses and was therefore not presented. It is included in the appendices to
this Plan.



M-NCPPC Montgomery County Planning Department montgomeryplanning.org
1213000031
Minor Master Plan Amendment
December 2013 Planning Board Draft
Bethesda
Purple Line Station Plan